The Avro 718 was a 1951 proposal for a delta-winged military transport based on the Type 698 to carry 80 troops or 110 passengers. It would have been powered by four Bristol Olympus BOl.3 engines. Avro Atlantic Vulcan B.1 XA896 was withdrawn from RAF service in June 1964 and transferred to be converted to the test bed for the Bristol Siddeley BS100 vectored thrust turbofan for the Hawker Siddeley P.1154. The P.1154 was cancelled in February 1965 and XA896 was scrapped before being converted. Jan 2021. v2.2 has additional parts donated by others, the most significant being a fin STL and Rudder option! Thanks ExtremeSports from RCGroups. There are many other tweaks awaiting your testing like G-codes for LW-PLA and an EDF cover with a bit more room for the wires. Please note though that we cannot support these additions as easily as the base STLs. Be patient! The engine intakes took a long time to complete. After gluing the parts, I filled and smoothed the seams before painting the insides white, and fits were generally good. The problem arose when I had to add camouflage fairly deep into each intake because I wasn’t confident I could mask and paint them. The instructions provided a template of the demarcation line, so I ended up painting some decal paper with the appropriate colors and used the template to make a decal to go into the intake. The nose joiner piece is now based on DDs great idea of having a bit of the canopy included to act as a simple catch.

Vulcan B.1 XA902 was withdrawn from RAF service after a landing accident in 1958. After rebuilding, it replaced VX770 as the Conway test bed, fitted with four RCo.11s. The two inner Conways were replaced with Rolls-Royce Speys, flying for the first time in this configuration on 12th October 1961. Due to the delay of the 707 programme, the contribution of the 707B and 707A towards the basic design of the 698 was not considered significant, [19] though it did highlight a need to increase the length of the nosewheel to give a ground incidence of 3.5°, the optimum take-off attitude. [20] The 707B and 707A proved the design's validity and gave confidence in the delta planform. A second 707A, WZ736, and a two-seat 707C, WZ744, were also constructed, but they played no part in the 698's development. [18] Prototypes and type certification [ edit ] First prototype VX770 and name [ edit ] Comparison of Vulcan wing designs The Vulcan had no defensive weaponry, initially relying upon high-speed, high-altitude flight to evade interception. Electronic countermeasures were employed by the B.1 (designated B.1A) and B.2 from around 1960. A change to low-level tactics was made in the mid-1960s. In the mid-1970s, nine Vulcans were adapted for maritime radar reconnaissance operations, redesignated as B.2 (MRR). In the final years of service, six Vulcans were converted to the K.2 tanker configuration for aerial refuelling.Great, isn’t it and well done DE for taking on such a great project and thanks for sharing it with us all. On 24th July 1959, Vulcan B.1 XA891 crashed due to an electrical failure during an engine test. Shortly after take-off, the crew observed generator warning lights and loss of busbar voltage. The aircraft commander, Avro Chief Test Pilot Jimmy Harrison, climbed XA891 to 14,000 ft (4,300 m), steering away from the airfield and populated areas while the AEO attempted to solve the problem. When it became clear that control would not be regained, Harrison instructed the rear compartment crew to exit the aircraft and the co-pilot to eject, before ejecting himself. All the crew survived, making them the first complete Vulcan crew to successfully escape. The aircraft crashed near Kingston upon Hull. Nine B.2s converted to Maritime Radar Reconnaissance (MRR). TFR deleted. Five aircraft further modified for Air Sampling Role. Distinctive gloss finish with light grey underside.

Although in operational use the Vulcan typically carried various nuclear armaments, the type also had a secondary conventional role. While performing conventional combat missions, the Vulcan could carry up to 21 1,000 lb (454 kg) bombs inside its bomb bay. From the 1960s, the various Vulcan squadrons would routinely conduct conventional training missions; the aircrews were expected to be able to perform conventional bombing missions in addition to the critical nuclear strike mission the Vulcan normally performed. The origin of the Vulcan and the other V bombers is linked with early British atomic weapon programme and nuclear deterrent policies. Britain's atom bomb programme began with Air Staff Operational Requirement OR.1001 issued in August 1946. This anticipated a government decision in January 1947 to authorise research and development work on atomic weapons, the U.S. Atomic Energy Act of 1946 (McMahon Act) having prohibited exporting atomic knowledge, even to countries that had collaborated on the Manhattan Project. [3] OR.1001 envisaged a weapon not to exceed 24ft 2in (7.37m) in length, 5ft (1.5m) in diameter and 10,000lb (4,500kg) in weight. The weapon had to be suitable for release from 20,000 to 50,000ft (6,100 to 15,200m). [4]

It was estimated that 3.8 million [31] people saw XH558 in the summer of 2008, 1.5 million at displays. [32] In 2009, she made her first and only appearance abroad, when she attended the RNLAF Open Days at Volkel Air Base in the Netherlands. A popular feature of XH558 as flypasts and air shows is the so-called "Vulcan Howl", a distinctive sound made by some Vulcan airframes when the engines are at approximately 90 percent power, due to the arrangement of the air intakes. [33] [34] [35] The squadron also inherited its secondary role of air sampling from No. 543 Squadron. This involved flying through plumes of airborne contamination and using onboard equipment to collect fallout released from both above ground and underground nuclear tests for later analysis at the Atomic Weapons Research Establishment at Aldermaston. Five aircraft had small pylons fitted to the redundant Skybolt hardpoints, which could be used to carry sampling pods modified from drop tanks. These pods would collect the needed samples on a filter, while an additional smaller “localiser” pod was fitted to the port wing, inboard of the main pylons. Various options to continue flights beyond 2015 were considered and ultimately rejected for engineering, cost, practicality or other reasons outside of the Trust's control – limiting the hours flown in 2015, building new Olympus engines and sourcing parts from other Vulcans, training new staff, using other technical authorities, and even relocating XH558 to another country. [26] As a result, following completion of the 2015 Farewell to Flight display season, XH558's final ever flight occurred on 28 October 2015, a small display at its Doncaster Sheffield base. [1] Future plans [ edit ] So, we're now in the pilot seat of Avro Vulcan. It's a very cramped area to be in but probably for the pilot and the co-pilot on my right they have at least got a fairly decent view outside - at least they can see outside unlike the three crew members sitting behind. Decals are provided for the main instrument panel and side consoles, but there is nothing for the large crew panel. However, I wouldn’t spend much time here as you won’t be able to see much of it anyway.

The Avro Vulcan, consider the most recognizable and technically advanced of Britain’s V bombers, served the Royal Air Force from 1960 through 1984. The B.2 variant featured a larger wing than its predecessor, more powerful engines, upgraded electronics, and could deliver both conventional and nuclear weapons. The CAA granted permission for XH558 to fly from Bruntingthorpe to Waddington on Thursday 3 July, but authorisation for display flights was not granted until the Friday, allowing the first display flight, lasting five minutes, to go ahead on the Saturday in front of an estimated crowd of 125,000. [19] [20] [21] [22] An electrical fault prevented it from flying on the Sunday. [23] We have a number of vac-form projects in SMN, so that isn’t new – I’m keen that we should show many aspects of (mainly) plastic scale modelling and one on this scale just has to be done – hope you enjoy it!In civilian configuration XH558 only requires a crew of three to fly – two pilots and the air electronics officer (AEO). When visiting other airfields, a crew chief is added. [50] Assistance with pre-flight training of the crew was provided by the owners of ground operational Vulcans XM655 and XL426. [50] Pilots are said to find the restored XH558 a pleasure to fly. [49] Ian Young, chief test pilot for Marshall Aerospace, oversaw the testing phase. [75] David Thomas was pilot for the first public display at Waddington. [22] Liam Shaw: "The Avro Vulcan is a truly amazing aircraft. It has a real affinity with the British public and being able to see one here at Duxford allows you to look at its immense size, it's immense presence that it must have had in the sky and to compare it to an aircraft that flew just 11 years before it in the shape of the piston-engined Avro Lancaster. The Vulcan of the three V bombers has gone down probably as the most famous partly because of its role in the Falkland's campaign, partly also because after that conflict it was retired as a bomber within the same year by December 1982. But the legacy of the Vulcan was such that the RAF themselves kept one airframe on as a display aircraft for a number of years allowing the public to continue seeing this aircraft long after it had gone out of service. At least two further flights were planned for late October. [48] Engineering [ edit ] Restoration [ edit ] Installing a refurbished engine fire-bottle onto XH558